The Anglesey Central Railway (Welsh: Lein Amlwch, Amlwch Line) was a standard-gauge railway in Anglesey, Wales, connecting the port of Amlwch and the county town of Llangefni with the North Wales Coast Line at Gaerwen. Built as an independent railway, the railway opened in portions from 1864 to 1867. Due to financial troubles, the railway was sold to the London and North Western Railway in 1876, which invested significantly in the infrastructure. Operation continued under various companies during the 20th century, but passenger services were withdrawn in 1964 as part of the Beeching Axe. Industrial freight services continued until 1993. The railway's tracks remain and local groups have demonstrated an interest in restoring services as a heritage railway.
The sustainable transport charity Sustrans (Now Walk Wheel Cycle Trust) has proposed to use the route as a cycle path (rail trail). The Welsh Assembly Government, in partnership with Network Rail, commissioned a feasibility study into the reopening of the line, which started in early 2011.
Route
The railway branches off westbound from the North Wales Coast Line at Gaerwen, and turns northeast to descend into Malltraeth Marsh (Welsh: Cors Ddyga), passing below Thomas Telford's A5 and the A55 just before Holland Arms station at Pentre Berw. The Red Wharf Bay branch (now removed) left the line here, as the Amlwch line continues north-west, crossing the River Cefni and approaching Llangefni.
North of Llangefni, the railway follows the course of the River Cefni in The Dingle (Nant Y Pandy). Having followed the river through the narrow valley, over bridges and through cuttings, the railway crosses Llyn Cefni, the island's second-largest reservoir.
The railway continues north-west over easier terrain towards Llangwyllog and Llanerchymedd, where it turns north, running to the east of Llyn Alaw toward Rhosgoch. It then turns north-east around Parys Mountain before reaching Amlwch.
History
Early days The railways arrived on Anglesey with the construction of the Chester and Holyhead Railway, of which the section from Llanfairpwll to Holyhead opened in 1848, two years before the Britannia Bridge was finished.Richards, 1972, page 99 The Chester and Holyhead railway surveyed a branch to Llangefni in 1852, but chose not to proceed.Baughan, 1991, page 82 George Stephenson notably reported that the line was not worth building.
The idea of a local railway was still of interest to the people of Anglesey. A public meeting was held in Llangefni on 5 July 1858, to popularise the idea of building a railway leaving the main line at Gaerwen, running north to Amlwch, west to Cemaes Bay, then south through Llanrhyddlad to rejoin the main line at Valley. This ambitious scheme did not gain enough support to proceed, although some landowners offered to exchange land for shares.Rear, 1993, pages 7–8
Proposals changed into a railway from Gaerwen to Amlwch, with another meeting in Llangefni, on 1 August 1861. David Davies and his partner Ezra Roberts offered to build the line at a cost of £6,000 per mile, complete except for rolling stock, or for £5,000 per mile, with the company to purchase the land and meet "preliminary and parliamentary expenses". This proposal won favour with the fledgling company, but it was not taken up. The London and North Western Railway (LNWR) (who had taken over the Chester and Holyhead Railway) were approached in 1862. The LNWR were not interested, so the railway was financed independently.
1863–1876: Independent operation
The (26 & 27 Vict. c.cxxviii) founded the company, with capital of £120,000. The chairman was William Bulkeley Hughes, MP for Caernarfon and local railway prospector. The ceremonial first sod was cut on 11 September 1863, with construction starting the following year by the contractors Dickson and Russell. With the line approaching Llangefni later in October 1864, LNWR engineers were authorised to build the main line junction at Gaerwen, at the Anglesey Central Railway's expense.Rear (1993), page 8
The line opened for freight as far as Llangefni on 16 December 1864. A special train carried the directors and friends from Bangor to a temporary station in Llangefni in 37 minutes. A banquet was held at the Bull Hotel for 100 guests, with celebrations continuing that evening in Bangor. The line was surveyed by Captain Rich on behalf of the Board of Trade in February, and they approved the line for passenger traffic on 8 March 1865. Passenger services started four days later, with an engine and carriages loaned by the LNWR. In the six months to December 1865, the railway carried 18,839 passengers and 3,866 tons of freight (3,928 t), excluding livestock.Baughan (1991), page 83
Further construction of the line was limited by a lack of funds. Russell asked the LNWR to adopt the line in August 1865, to no avail. The (29 & 30 Vict. c. cccxx) gave permission to raise a further £20,000, with loans of £6,600. After raising this capital, the line was opened to Llanerchymedd in 1866, with the temporary station at Llangefni replaced by a permanent structure further on. Captain Rich, when surveying the line, noted that the curves and gradients were severe, and recommended that the line be worked at moderate speed. He also noted the lack of turntables, and the company's intention to use Fairlie engines on the line.
The Anglesey Central Railway Act 1866 also gave the Anglesey Central Railway (ACR) the right to authorise Dickson to lease or work the line, or to lease or sell the line to the LNWR. Dickson did indeed undertake to operate services. He requested permission from the LNWR to run services through to Bangor, but they refused, and passengers had to continue to change at Gaerwen. The act authorised a branch from Rhosgoch to Cemaes, but this was not built. The Fairlie engine Mountaineer was in use on the line in April 1866, but by October 1867 it was in use on the Neath and Brecon Railway, of which Dickson was also the contractor and whose traffic he was working. The Neath and Brecon's 0-6-0 Miers also operated on the ACR, under the name Anglesea. Neither of those engines was considered successful.Baughan (1991), page 84
The railway reaches Amlwch The final section to Amlwch was surveyed by the now Major Rich in January 1867. After remedial work, it opened to passengers throughout on 3 June 1867, although the first freight train to Amlwch was on 10 September 1866, according to Amlwch's first stationmaster, Mr O. Dew.
The line had been built single-track throughout, with the only run-around loop provided at Amlwch, meaning that trains could not pass each other. To ensure safe working, the Staff and Ticket system was used in three sections: Gaerwen-Llangefni, Llangefni-Llanerchymedd, and Llanerchymedd-Amlwch, using A and B configured staffs alternately. No turntable was built, as the intended Fairlie engines would not require one. When the LNWR provided engines, they used tank engines where possible, rather than an engine with a tender.Christensen (1991), page 367
Mona Mine, operating the copper works at Parys Mountain, switched from exporting ore by sea to by railway in 1865, two years before it reached Amlwch. Delivery prices per ton of ore were 25 shillings to London, 20 shillings to Birmingham, and 14 shillings and 2 pence to Liverpool, when carried from Gaerwen (by the LNWR). Carriage from Llangefni (then the terminus of the ACR) cost 2 shillings and sixpence more.Rowlands (1979), page 28
The mines soon became uneconomic to operate and closed in 1871.Rear (1994), page 5 Livestock, artificial fertiliser, and farm produce made up the majority of the remaining freight traffic.Rear (1993), page 37
Financial troubles Dickson, who was operating all services on the railway, failed financially in September 1867. William Dew, secretary of the company, writing in April of that year stated that "the affairs of the railway are in such a critical and pressing state". The ACR turned once again to the LNWR, asking them to work the line. These negotiations failed, but the LNWR did agree to lend an engine and carriages once again. T. L. Kettle suggested to the chairperson in 1870 that sale to the LNWR would be desirable, on account of the company's debts. The financial situation restricted the company's ambitions:
On 16 December 1875, as a result of legal action by independent locomotive manufacturers, an injunction was issued restricting the LNWR "from manufacturing locomotive engines or other rolling stock for sale or hire on other than their own railway". In January 1876 the LNWR informed the ACR that they could no longer lend the engine in use, as a result of the recent court case. Three choices were suggested by the LNWR: that the line be bought outright, that a proper working arrangement be made, or that the ACR "might buy the engine and carriages now on the line". The ACR were not in a position to buy the stock, and made arrangements for the sale of the railway.
1876–1923: London and North Western Railway
After a decade of operating as an independent company, the line was transferred to the London and North Western Railway in 1876, for £80,000. This was enacted by the (39 & 40 Vict. c. clxxii), and the LNWR assumed control of the line on 1 July 1876.
A survey conducted by the LNWR found that the bridges and culverts were in a fair condition, but the stations were dirty. Fences were decayed, rails needed replacing, some sleepers were rotten, and the ballast was soft and shaley.Baughan (1991), page 85 The LNWR addressed these problems over the coming years.
A short passing loop was built at Llangefni station in 1877 for engines to run round, but at only long it was not of much use for allowing passenger trains to pass each other. A refuge siding was built for freight trains at Llanerchymedd in 1878, along with an engine shed in Amlwch. In 1882, new station buildings replaced the basic wooden sheds at Holland Arms, Llangwyllog and Rhosgoch, as well as development of the junction at Gaerwen into a full double junction, and a second signal cabin was built there. An extended Amlwch station received a canopy by 1884. The staff and ticket system was supplemented with block working in 1886, and was replaced with the electric staff system in 1894.Christensen (1991), page 368
The timetable for January 1883 shows a variety of passenger, goods and mixed trains, giving five passenger services down to Amlwch, and six up. The first train of the morning, departing Bangor at 04:20, and the 19:35 from Amlwch also carried mail to and from the island. The majority of trains still terminated at Gaerwen.Foster (1994), page 25 As Llangefni held a livestock market on a Thursday,Foster (1994), page 27 an extra service from Bangor to Llangefni on Thursdays was introduced by the 1896 timetable.London and North Western Railway Timetables, December 1896 until further notice
1877 accident In the early morning of 29 November 1877, heavy rain caused the dam of the Rhodgeidio mill near Llanerchymedd to breach, and the surge of water washed away the wooden Caemawr bridge over the Afon Alaw. The first train of the day was driven by William Taylor, with fireman John Saunders and railway inspector John Davies also on the footplate. The train also included two coal trucks, a passenger coach, and a guard's van, with Edward Hughes serving as the guard. The whole train went over the side of the bridge into the river. Edward Hughes dragged himself out and was taken to the nearest farm. John Davies was scalded to death, and Taylor and Saunders were found injured and could not be freed until midday. John Saunders later died from his injuries.